27TH INTERNATIONAL CONGRESS OF THE AERONAUTICAL SCIENCES

1

Abstract 

The effects of aircraft emissions on the current 

and projected climate of our planet may be the 

most serious long term environmental issue 

facing the aviation industry. The climate impact 

drivers are increasingly urgent, with actions 

(e.g. cap and trade schemes, CO2 emissions 

standards) to mitigate impacts are being 

introduced or contemplated throughout the 

world. 

The elements of the U.S. strategy to reduce 

aviation’s climate impacts are: better scientific 

understanding and integrated analyses; clean 

and energy efficient aircraft technologies; 

aviation alternative fuels; clean and energy 

efficient operational procedures; and policy, 

environmental standards and market-based 

options. Goals include mid term carbon neutral 

growth and long term absolute reductions. 

1. Introduction

Aviation contributes more than $1.2 trillion 

each year to the U.S. economy and supplies 

more than 1 million high paying jobs. Aviation 

moves people and products all over the globe --

quickly and safely. Aviation contributes to our 

quality of life -- allowing us to visit friends and 

relatives, to travel, to experience new places, 

and to connect the regions of the world. 

However, these benefits are accompanied by 

noise and emissions and their environmental 

impacts. Aviation emissions affect surface air 

quality and earth’s climate. Aviation contributes 

~3% of global CO2 emissions; this contribution 

may grow to 5% by 2050 [1].

For sustained mobility, aviation must have 

a reliable, affordable, and environmentallysound energy supply as well as an effective and 

balanced approach to simultaneously address 

aviation noise, air quality, and climate change 

impacts in an integrated and cost-beneficial 

manner. Despite the current market volatility, 

the long-term trajectory of aviation growth has 

not changed. The effects of aircraft emissions 

on the current and projected climate of our 

planet may be the most serious long term 

environmental issue facing the aviation 

industry. The climate impact drivers are 

increasingly urgent, with actions (e.g. cap and 

trade schemes, CO2 emissions standards) to 

mitigate impacts being introduced or 

contemplated throughout the world. 

The U.S. is pursuing an ambitious strategy 

to tackle aviation’s climate impacts. Goals 

include at least 2% overall system efficiency 

improvements per year, carbon neutral growth 

from a 2005 baseline by 2020 and absolute 

reductions in greenhouse gas emissions by 

2050. However, emissions reductions cannot be 

tackled in isolation from other environmental 

impacts. There are not only environmental 

tradeoffs and interdependencies, but also 

economic consequences associated with each 

solution designed to mitigate environmental 

impacts. There is a need for a multi-faceted 

approach as there is not one solution that can 

alone address all aviation environmental 

THE U.S. STRATEGY FOR TACKLING AVIATION 

CLIMATE IMPACTS

Nathan Brown, Mohan Gupta, Rhett Jefferies, Lourdes Maurice

Office of Environment and Energy, Federal Aviation Administration

800 Independence Avenue, SW, Washington DC 20591 USA

Keywords: Aviation Climate Impacts, NextGen
BROWN, GUPTA, JEFFERIES, MAURICE

2

concerns. Given the parallelism between the 

expected long-term growth of the aviation 

system and the associated environmental 

impacts, well-informed optimal and costbeneficial solutions are needed to deliver an 

energy efficient and environmentally friendly 

aviation system. Also, there are different levels 

of benefits that can be realized from various 

solution sets despite similar dedicated levels of 

effort and resources. 

Under the auspices of its efforts to develop 

the Next Generation Air Transportation System 

(NextGen), the U.S. has adopted a five-pillar 

strategy to effectively address aviation 

environmental impacts. In an iterative manner, 

this strategy is designed to characterize issues 

and problems, develop well informed solutions 

and manage these solutions to meet 

environmental targets in a verifiable manner. 

The elements of this five-pillar strategy are: (1) 

better scientific understanding and integrated 

noise, emissions, and fuel efficiency analyses; 

(2) advancement of clean, quiet, and energy 

efficient aircraft technologies; (3) development 

and demonstration of sustainable aviation 

alternative fuels; (4) development and 

implementation of clean, quiet, and energy 

efficient operational procedures; and finally (5) 

policy, environmental standards and marketbased options. A conceptual depiction of how 

each of these strategies could contribute toward 

meeting the mid and long term goals is shown in 

Fig. 1.

Fig. 1: Conceptual Strategy for Tackling 

Climate Impacts of Aviation.

This paper outlines progress on each strategy 

toward meeting the environmental goals.

2. Better Scientific Understanding and 

Environmental Analysis

Characterization of the problem and 

comprehensive analysis of tradeoffs and 

interdependencies of aviation as an integrated 

system is critical so that appropriate targets for 

environmental goals and well informed costbeneficial solutions can be developed and 

implemented. Even though noise and emissions 

originate from the same aircraft source, their 

related environmental and human welfare 

impacts are distinctly different. There are also 

various levels of uncertainties associated with 

each impact. Therefore, it is important to 

characterize these impacts and develop 

corresponding metrics, including approaches to 

interrelate various impacts.

Aviation climate impact is the area of 

fastest growing concern and largest uncertainty. 

The Federal Aviation Administration (FAA), 

with support from the U.S. Global Change 

Research Program and its participating federal 

agencies (National Aeronautics and Space 

Administration (NASA), National Oceanic and 

Atmospheric Administration (NOAA), 

Environmental Protection Agency (EPA) and 

Department of Energy (DOE)) has developed 

the Aviation Climate Change Research Initiative 

(ACCRI) with a goal to advance scientific 

understanding for well-informed decisionmaking. The ACCRI program is designed to 

understand and quantify regional and global 

climate impacts of aircraft emissions with 

quantified uncertainties for current and 

projected aviation scenarios under changing 

atmospheric conditions. Another key focus of 

ACCRI is to develop and evaluate metrics 

relating various non-CO2 climate impacts as 

well as impacts of CO2.

With scientific input from national and 

international aviation climate change experts, as 

discussed in the ACCRI “Way Forward” report 

and subject specific White Papers [2], the 
3

THE U.S. STRATEGY TO TACKLE AVIATION CLIMATE IMPACTS

ACCRI program embarked on the next step of 

its activities. Under a multi-year program, eight 

teams of international researchers were recently 

selected through a competitive process in the 

Fall of 2009 to support aviation climate change 

research, which will be used to inform decisionmaking. The FAA formed an ACCRI 

Consortium by linking ACCRI and Partnership 

for AiR Transportation Noise and Emissions 

Reduction (PARTNER) climate research 

activities. PARTNER is a leading aviation 

cooperative research organization and a Center 

of Excellence sponsored by FAA, NASA and 

Transport Canada. Currently, the ACCRI 

Consortium consists of 47 research experts from 

25 national and international institutes

conducting 10 aviation climate research 

projects.

The thrust of the ACCRI program is 

distinctly different from that of other climate 

impact studies involving aviation. The scope of 

the ACCRI Consortium spans a range of 

activities which include laboratory 

measurements, atmospheric observation data 

analyses, atmospheric and climate simulations 

using chemical transport and general circulation 

models, and model-data intercomparison 

analyses. The ACCRI program will assess the 

aviation climate impacts within the interactive 

atmospheric modeling system framework 

considering dynamical, radiative, chemical and 

microphysical feedbacks. These feedbacks 

modify not only the magnitude of aviation 

climate impacts but also those due to 

background atmosphere.

In addition to ACCRI, the FAA and 

PARTNER continue to develop a 

comprehensive suite of models, comprising of 

the Environmental Design Space (EDS), the 

Aviation Environmental Design Tool (AEDT) 

and the Aviation Portfolio Management Tool 

(APMT). The Tool Suite is shown in Fig. 2 

and described in more detail at the FAA website 

[3]. These tools are being used to evaluate 

existing and expected future advanced aircraft 

technologies, develop reliable estimates of full 

flight fuel burn, develop inventories of aviation 

noise and emissions at the source level, and 

perform integrated analysis of aviation 

environmental impacts.

The Emissions Prediction and Policy 

Analysis (EPPA) tool for aviation is also added 

to this Tools Suite. The EPPA model was 

developed by Massachusetts Institute of 

Technology to provide projections of world 

economic development and emissions along 

with analysis of proposed emissions control 

measures. Currently, it is being modified for 

aviation specific analyses.

Fig. 2: Schematic of FAA/NASA/TC Tool Suite

For the first time, the AEDT was used to 

develop an integrated inventory of noise and 

emissions at the source level in support of the 

work program of the International Civil 

Aviation Organization Committee on Aviation 

Environmental Protection (ICAO/CAEP). The 

U.S. used the Tool Suite to better inform its 

position on appropriate levels of stringency for 

nitrogen oxide (NOx) emissions considered at 

the 8th meeting of CAEP in February, 2010. In 

addition, these aviation environmental analysis 

tools are being used to conduct environmental 

analyses for NextGen and to support research on 

emerging aircraft technologies.

Comprehensive assessment is integral to 

the development of these tools not only for 

transparency, but also to establish confidence in 

performance, credibility, and operational 

efficiency. Once fully mature, the integrated 

suite of these tools will be capable of 

characterizing and quantifying environmental 

impacts of aviation, including noise and 

emissions, on health and welfare, industry and 
BROWN, GUPTA, JEFFERIES, MAURICE

4

consumer costs. Moreover, these tools will also 

assess the associated environmental benefits 

resulting under different policy, technology, 

operational, environmental standards and 

market-based scenarios. Ultimately, we are 

advancing understanding, and applying the best 

knowledge to seek solutions now.

3. Advancement of Aircraft Technologies

Progressive advances in engine and 

airframe technologies have traditionally been 

instrumental in reducing the aircraft noise and 

emissions at the source level and increasing 

aircraft fuel consumption efficiency. To 

accelerate maturation of promising clean, quiet, 

and energy efficient aircraft technologies from 

Technology Readiness Levels (TRL) 3-4 to 

TRL 6-7, the FAA has recently launched the 

multi-year Continuous Lower Energy, 

Emissions, and Noise (CLEEN) technology 

program.

The CLEEN program approach uses 

previously successful government/industry 

partnering efforts as a model, such as the 

Boeing Quiet Technology Demonstrator (QTD) 

programs. Selected airframe and engine noise 

reduction technologies, some of which were 

funded by the FAA through NASA, were flight 

tested under the QTD and QTD2 programs in 

the early 2000s. Technologies demonstrated 

under the QTD programs have been 

incorporated into Boeing product designs, 

including the 787, significantly reducing the 

time to commercialize the technology.

The CLEEN program focuses on maturing 

and demonstrating aircraft and alternative jet 

fuel technologies to accelerate 

commercialization of these technologies into

current and future aircraft.

Specifically, CLEEN goals include: 

1) Developing and demonstrating certifiable 

technologies that:

 Reduce aircraft fuel burn by 33% 

relative to current subsonic aircraft 

technology;

 Reduce nitrogen oxide (NOx) emissions 

by 60%, over the ICAO standard 

adopted in 2004 (CAEP/6);

 Reduce cumulative noise levels by 32 

decibels, relative to Stage 4 standards. 

2) Determining the suitability of new 

technology for engine and aircraft retrofit to 

accelerate penetration into the commercial fleet.

The CLEEN program is also developing and 

demonstrating use of “drop in” alternative fuels 

in aircraft systems and quantifying their 

environmental benefits. These are discussed in 

the next section.

The goals of the CLEEN program are 

consistent with the near–term (less than five 

years) U.S. National Aeronautics Research and 

Development Plan goals for environment and 

energy [4]. This effort is complemented by 

NASA’s technology programs, most notably the 

recently launched Environmentally Responsible 

Aviation (ERA) project.

This year the FAA awarded five-year 

agreements to Boeing, General Electric, 

Honeywell, Pratt & Whitney and Rolls-Royce. 

These companies will match or exceed all 

Federal dollars in this cost-sharing program. 

The total Federal investment is expected to be 

$125 million, making the total expected overall 

value of efforts at least $250 million.

Fig. 3: Sampling of CLEEN Technologies

Technologies to be developed and demonstrated 

under CLEEN include lighter and more efficient 

gas turbine engine components, low NOx 
5

THE U.S. STRATEGY TO TACKLE AVIATION CLIMATE IMPACTS

combustor, noise reducing engine nozzles, 

adaptable wing trailing-edges, open rotor and 

geared turbofan engines, advanced onboard 

flight management systems for optimized flight 

trajectories, and sustainable alternative aviation 

fuels. 

The FAA will review technology 

assessments conducted by the CLEEN 

companies as the selected technologies are 

demonstrated. In addition, the U.S. 

Government will conduct independent 

assessments of CLEEN technologies using the 

EDS modeling tool. CLEEN technologies will 

be modeled within EDS on representative 

aircraft classes to estimate reductions in fuel 

burn, emissions and noise, and assess fleet-wide 

impacts. Significant interactions among the 

technologies will also be evaluated. This 

approach should identify the best technology 

combinations to meet CLEEN goals.

Some of the technologies being pursued 

under CLEEN are closer to commercialization 

than others. Once technologies are 

demonstrated in a full-scale engine test and/or 

flight test, companies will continue technology 

development. They may insert technology into 

new products that are already planned for entry 

into service or prepare the technology for 

retrofit on aircraft already in service. Not all 

technologies developed under CLEEN will be 

suitable for retrofit, but Government and 

industry will identify those most suitable. Some 

CLEEN technologies are expected to be 

commercialized beginning in 2015 and 

continuing through 2017. Application of some 

technologies will only be possible in the next 

generation engines and/or aircraft, the timing of 

which will be driven by market demand.

4. Sustainable Aviation Alternative Fuels

Sustainable alternative fuels development 

and deployment offer prospects for enabling 

environmental improvements, energy security 

and economic stability for aviation. Other 

improvements in aircraft/engine technology, 

operational procedures, and enhancements in 

the national airspace system (NAS) alone will 

not be sufficient to allow us to achieve our goal 

of carbon neutral growth by 2020 and further 

reductions by 2050. Breakthroughs in 

sustainable alternative aviation fuels are key to 

meeting this goal. 

The FAA, the Aerospace Industries 

Association (AIA), the Air Transport 

Association of America (ATA), and the Airport 

Council International-North America (ACI-NA) 

have jointly formed the Commercial Aviation 

Alternative Fuels Initiative (CAAFI, 

www.caafi.org). CAAFI seeks energy security 

and environmental sustainability for aviation by 

promoting the development of alternative fuel 

options that offer equivalent levels of safety and 

compare favorably with petroleum-based jet 

fuel both on cost and environmental footprint. 

CAAFI, as a coordination forum for aviation 

alternative fuels activities, represents a global 

public/private coalition of all leading 

stakeholders in the field of aviation working to 

build relationships, share and collect data, 

identify resources, and direct research, 

development and deployment of alternative jet 

fuels.

CAAFI participants advance alternative jet 

fuels via collaborative work on four panels:

(1) Research and Development --

accelerates efforts to advance feedstock and 

conversion processes to increase the range 

of fuel options, reduce cost, and increase 

quality; 

(2) Environment -- ensures

environmental sustainability of alternative 

jet fuels via quantification of “well to wake” 

greenhouse gas lifecycle and air quality 

impacts; 

(3) Business and Economics -- enables

aviation as a “first mover” user of 

alternative fuels by supporting production 

and deployment of new fuels; and 

(4) Certification and Qualification --

enables supply of alternative jet fuels by

expediting new fuel certification.

CAAFI and all four panels meet multiple 

times annually to address critical needs essential 

to the development and deployment of 
BROWN, GUPTA, JEFFERIES, MAURICE

6

alternative fuels in aviation and update 

discipline specific roadmaps which serve as a 

means of communication among stakeholders.

The FAA is presently funding a number of 

projects through PARTNER to characterize the 

emissions of alternative fueled engines and 

auxiliary power units, to investigate greenhouse 

gas life-cycle analysis for a range of alternative 

fuels, and to explore options for “drop-in” and 

“renewable” aviation alternative fuels and their 

production outlook. [5, 6] Generally, all 

alternative fuel options examined appear to 

reduce particulate matter emissions – which are 

responsible for the majority of human health 

impacts attributable to aviation emissions. 

Renewable options that use oil, sugar or 

cellulose from plants may dramatically reduce 

life-cycle CO2 emissions, depending on 

processing approaches and land use 

considerations.

As noted above, the CLEEN program also 

comprises a component focused on advancing 

alternative aviation fuels including support for 

qualification and certification, engine and flight 

demonstrations and environmental analysis. 

 The CAAFI Certification and Qualification 

team is focused on quantifying and certifying 

aviation alternative fuels, particularly “drop in” 

candidates that can replace existing petroleum 

derived jet fuels with no equipment 

modification. CAAFI leadership helped 

facilitate the new ASTM International synthetic 

fuel standard, D7566, "Aviation Turbine Fuel 

Containing Synthesized Hydrocarbons”. This 

initial version of the specification enables

commercial use of fuels from the FischerTropsch (FT) process up to 50 percent blended

with conventional Jet A fuel. FT fuels can be 

generated from a variety of feedstocks, 

including biomass, natural gas, coal and 

combinations thereof. The FT approval will be 

followed by the approvals of hydroprocessed 

renewable Jet (HRJ), also known as Bio-SPK, 

and other sustainable alternatives as data from 

technical evaluations is obtained. CAAFI 

partner The Boeing Company delivered an 

ASTM required research report on the HRJ 

fuels in December 2009. This report, and other 

data being gathered, will support the 

incorporation of HRJ fuels into the ASTM 

D7566 specification by 2011. Other fuels are 

expected to follow.

Commercialization of sustainable alternative 

fuels is challenged by both feedstock supply and 

a dearth of investment capital. The CAAFI 

Research & Development team is working with 

the U.S. Department of Agriculture to develop a 

Feedstock Readiness Level (FeRL) tool that can 

be used to communicate the stage of 

development, availability and sustainability of 

various biofuel feedstocks. This tool will 

complement CAAFI’s previously developed 

Fuel Readiness Level (FRL) gated risk 

management scale that applies technology 

readiness level (TRL) and manufacturing 

readiness level scales commonly in use by 

NASA, industry and the Department of Defense 

(DoD) to alternative jet fuels. The FRL is useful

shorthand for communicating the stage of 

development and risk areas for specific 

alternative jet fuel options to researchers, fuel 

users and investors. [7]

In early February 2010 the White House 

Biofuels Interagency Working Group – cochaired by the Secretaries of the United States 

Department of Agriculture (USDA), DOE, and 

EPA Administrator -- released “Growing 

America’s Fuel” a report that, among other 

things, recognized the importance and priority 

of aviation biofuels as an element of a new U.S. 

Government strategy for meeting or exceeding 

the country’s biofuel targets. The report 

recommends a concerted effort to secure 

purchasing commitments from the military and 

airline sector to stimulate biofuel production. In 

March 2010, DoD’s Defense Energy Support 

Center and the Air Transport Association of 

America responded with the signing of a 

Strategic Alliance for alternative jet fuel 

purchasing. This collaboration, combined with 

detailed fuel purchasing negotiations currently 

underway between a number of alternative fuel 

producers and airlines, has created a robust 

signal to the market of the intent of the aviation 
7

THE U.S. STRATEGY TO TACKLE AVIATION CLIMATE IMPACTS

sector to be a primary purchaser of sustainable 

alternative fuels.

5. More Efficient Air Traffic Management

Improvements in aviation operational 

procedures may offer near term ways to meet 

aviation environmental and energy efficiency 

goals. The development and integration of clean 

and quiet operational procedures will foster a 

more efficient air space system and reduce fuel 

use while reducing noise and emissions.

The FAA is working with national and 

international stakeholders to coordinate and 

advance aviation environmental and energy 

efficient operational procedures and initiatives. 

The scope of the effort is gate-to-gate (surface 

optimization, departure/arrival, en-route, and 

oceanic), and the goal is a more systematic 

approach to address critical environmental 

operations research needs and development of a 

research plan. To date, the FAA has sponsored 

research and demonstrations in each of the flight 

segments identified above. The Operations 

Research Roadmap will focus on near-term 

exploration and significant demonstration of 

clean and quiet operational procedures. [8]

The FAA continues to support efforts to 

implement Continuous Descent Arrival/ 

Optimal Profile Descent (CDA/OPD) or 

Tailored Arrivals procedures at both high and 

low density airports beyond LAX, ATL, MIA, 

Louisville, Phoenix and Salt Lake City airports. 

In particular, CDA procedure has been 

implemented at the Charleston (CHS) 

International Airport. The estimated per flight 

fuel savings for a full tailored arrival is on 

average 617kg.

Efficiencies beyond terminal operations are 

also being pursued to include surface traffic 

movements and en route operations 

management. For example, under the 

International Air Traffic Interoperability (IATI) 

program comprising of Atlantic Interoperability 

Initiative for Reduced Emissions (AIRE) and 

the Asia and South Pacific Initiative to Reduce 

Emissions (ASPIRE), demonstrations are being 

expanded to investigate and demonstrate 

potential efficiency enhancements. Additional 

investments will further explore and 

demonstrate new capabilities. Coordinated 

decision-making through comprehensive 

automated systems communication/data 

networking of surface movement/en 

route/terminal domains will be vital for total 

“gate-to-gate” fuel efficiency. Additional 

international partners and participants are being 

added to realize the environmental and 

performance benefits under both AIRE and 

ASPIRE initiatives. 

The efforts are showing real savings. A 

Boeing 777 flying from Auckland to San 

Francisco using CDA burned approximately 

1,200 gallons less fuel. A Boeing 747 flying 

from Sydney to San Francisco saved 

approximately 1,600 gallons of fuel. Fuel 

savings directly translate to CO2 savings. The 

ASPIRE demos showed the potential to reduce 

CO2 emissions by 1.8K metric tons, which is 

about the equivalent of removing 336 passenger 

cars from the roads. 

6. Market Based Measures and 

Environmental Standards

Penetration of advanced technologies and 

sustainable alternative fuels and better 

management of the air space system along with 

implementation of improved environmentally 

efficient procedures provide an effective basket 

of measures to meet aviation environmental 

goals and a secure energy future. However, 

market-based measures, noise and emissions 

specific environmental standards and regulatory 

policies are also important considerations.

As the fifth and final pillar of its 

environmental strategy, the U.S. is currently 

engaged in analyzing the effectiveness of 

various market and regulatory-based policy 

options. We are working through ICAO/CAEP 

to establish an aircraft CO2 standard. This was 

the highest priority identified at the 8th meeting 

of CAEP in February 2010. Though 

challenging, we are focusing our resources and 

working diligently with international partners to 
BROWN, GUPTA, JEFFERIES, MAURICE

8

meet the challenge to establish this standard by 

2013. For example, the FAA is supporting a 

project through PARTNER to investigate 

possible metrics for aircraft CO2 standards [9].

The FAA is also supporting research 

through PARTNER to investigate various 

aspects of Cap and Trade as a market and 

regulatory option to limit aviation related 

greenhouse gas emissions within the context of 

emissions from all other anthropogenic sources. 

This project will develop methods to examine 

policies designed to limit greenhouse gas 

emissions and to estimate their effects on 

aviation economics and on emissions from 

aircraft. This study applies APMT and the 

EPPA model for underlying analyses. 

Implementation, management, and 

verification of environmental mitigation 

solutions are all critical to ensure maximum 

intended benefits are realized to meet 

environmental goals and targets. Therefore, the 

FAA is developing and implementing a 

NextGen Aviation Environmental Management 

System (EMS). NextGen EMS is necessary to 

quantify impacts, measure progress towards 

meeting the aviation environmental goals and 

targets and to enable mitigation solutions and 

ensure their effectiveness.

7. Summary

The U.S. places great value on economic 

development to provide the greatest 

opportunities to all our citizens and the citizens 

of every country – and aviation is critical to this 

development. Our President, our Secretary of 

Transportation and our FAA Administrator also 

place environmental performance as a national 

priority. We believe that it is possible to do 

both. For example renewable energy and green 

technologies are key to simultaneously 

addressing the co-issues of climate change, 

energy security, global economic development, 

poverty, employment, sustainability and 

achieving the Millenium Development Goals. 

The programs we have in place will allow us 

to achieve NextGen environmental and mobility 

goals. Given the complexity of aviation as an 

integrated system with associated tradeoffs and 

interdependencies, there is no single solution to 

mitigating aviation’s climate impacts. 

Therefore, the U.S. is pursuing a mix of 

solutions ranging from advanced quiet, clean, 

and energy efficient aircraft technologies and 

alternative jet fuels, to implementation of 

environmentally-friendly operational procedures

and market measures. All of these solutions are

needed to mitigate aviation environmental 

impacts. 

8. Contact Author Email Address

For further information about the topics 

presented herein, the reader is directed to the 

email below:

Lourdes.Maurice@faa.gov

References

[1] Intergovernmental Panel on Climate Change Special 

Report, “Aviation and the Global Atmosphere,” 

1999.

[2] Aviation Climate Change Research Activities 

(http://www.faa.gov/about/office_org/headquarters_o

ffices/aep/aviation_climate/)

[3] Federal Aviation Administration, “Environmental 

Tool Suite Frequently Asked Questions,” 

http://www.faa.gov/about/office_org/headquarters_of

fices/aep/models/toolsfaq/ [28 December 2008].

[4] National Aeronautics Research and Development 

Plan (2010), published by Aeronautics Science and 

Technology Subcommittee, National Science and 

Technology Council,

(http://www.whitehouse.gov/sites/default/files/micros

ites/ostp/aero-rdplan-2010.pdf).

[5] Hileman, J, Ortiz, D., Brown, N., Maurice, L., and 

Rumizen, R., “The Feasibility and Potential 

Environmental Benefits of Alternative Fuels for 

Commercial Aviation,” International Congress of 

Aeronautical Societies, Anchorage, Alaska, 

September 2008.

[6] Stratton, R.W., Wong, H.M. and Hileman, J., Life 

Cycle Greenhouse Gas Emissions from Alternative 
9

THE U.S. STRATEGY TO TACKLE AVIATION CLIMATE IMPACTS

Jet Fuels (Version 1.1). PARTNER Report No. 

PARTNER-COE-2010-001, June, 2010.

(http://web.mit.edu/aeroastro/partner/reports/proj28/p

artner-proj28-2010-001.pdf).

[7] CAAFI Fuel Readiness Level 

(http://www.caafi.org/information/fuelreadinesslevel.

html)

[8] Reynolds, T., Marais, K., Muller, D., Uday, P. 

 Lovegren, J. and Hansman , R.J., Evaluation of 

Potential Near-Term Operational Changes to Mitigate 

Environmental Impacts of Aviation International 

Congress of Aeronautical Societies, Nice, France, 

September 2010.

[9] Dongwook Lim, D., Nam, T., Burdette, G., Kirby, 

M., Mavris, D., Bonnefoy, P., R. John Hansman, R. 

J., Hileman, J., Waitz, I., and Yutko, B., An 

Investigation of the Potential Implications of a CO2

emissions metric on future aircraft designs, paper 

submitted to ICAS 2010 meeting.

Copyright Statement

The authors confirm that they, and/or their company or 

organization, hold copyright on all of the original material 

included in this paper. The authors also confirm that they 

have obtained permission, from the copyright holder of 

any third party material included in this paper, to publish 

it as part of their paper. The authors confirm that they 

give permission, or have obtained permission from the 

copyright holder of this paper, for the publication and 

distribution of this paper as part of the ICAS2010 

proceedings or as individual off-prints from the 

proceedings.